Coupling for railway-train pipes



E. A. SCHREIBER.

COUPLING FOR RAILWAY TRAIN PIPES.

APPLICATION FILED OCT. 5, 1914.

1,35 1,875. I Patented Sept. 7, 1920.

INVEN TOR.

' W A TTORME ys.

E. A. SCHREIBER.

COUPLING FOR RAILWAY TRAIN PIPES.

APPLICATION FILED 0015,1914.

1,351,875. PatentedSept. 7,1920.

7 SHEETSSHEET 2.

7 I A TTORNE ).5

E.A SCHREIBER. COUPLING FOR RAILWAY TRAIN PIPES.

APPLICATION FILED OCT. 5,19i4.

1 85 1 ,875. Patented Sept. 7, 1920.

7 SHEETS-SHEET 3- E. A. SCHREIBER. COUPLING FOR RAILWAY TRAIN PIPES.

APPLICATION FILED OCT. 5, 1914.

'ISHEETS-SHEET 4- W] T NILS'SZSS 1N V5 TO 47% W a E'. A. SCHHEIBER.

COUPLING FOR RAILWAY TRAIN PIPES.

APPLICATION FILED OCT. 5,1914.

Patented Sept. 7, 1920.

YSHEETS-SHEET 5.

[NVEN 0R W ATTORN! VS WITNESSES:

E. A. SCHREI BER.

COUPLING FOR RAILWAY TRAIN PIPES.

APPLICATION FILED OCT. 5, 1914- PatentedSept. 7"

,:1920. 7 SHEETS-SHEET! 6.

WITNESSES E. A.'SCHREIBER. coumme FOR RAILWAY TRAIN PIPES. APPLICATION FILED 0012511914.

1,351,875. PatentedSept. 7,1920.

1 SHEETS-SHEET I- 64-. J3 fili nmunni$h a v Arg /3:25

UNITED- TA S? PATEN OFFICE EDWARD A. SCHREIBER, or .onrcneo, ILLI voIs, AssIGNon, BY MESNE'ASSIGNMENTS, T VAPOR CAR HEATING ooMrnN I-nc, A oonroianrioiv or NEW YORK,

npplicationfiled October 5, 1914. Serial No. 865,161.

To all 1127mm it may concern: 1

Be it known tl1ELtI,EDWARD A. Sornnnnnn, a citizen of the United States, residing at Chicago, in the county of Cool: and Stateo'f Illinois, have invented certain new and usei'ul Improvements in Couplings for Railway-Train Pipes, of whichthe following is a specification.

My invention relates to a flexible coupling for the train pipes, either steam'or air, carried by the cars of a railway train. Th e' primary object of the invention is to provide an all-metal train pipe coupling, to take the place of the usual rubber hose, which Willbe durable suflicientl flexlble to accommo-' inexpensive to manufacture, will be and re-'[ main steam or air tight, and willbe capable of withstanding the high pressures (and temperatures, in the case of steam line couplings) to which subjected.

lVhile some efforts have been made to sub-' stitute jointed metallic structures for rubber hose m the couplings used in steamand. air

train lines, so far as I am aware, the'm'etal,

couplings have not proven generally satisfactory. In any event, they have not, in v any general sense, supplanted the rubber hose which latter are used almost universally in this connection. However, there are seri ous objections to the use of rubber hose'in' train pipe couplings. They are costly,las't but a short time, and are very-unreliable.

40 The rubber begins to disintegratein a short time. the high temperature of the steamin couplings used on steam lines. The constant vibration, and also the high pressures to which the hose are subjected, also tend to rapidly weaken and destroy them. Rubber hose in a train line are also objectionable because when they begin'to disintegrate the pieces of rubber detached therefrom are blown through the train pipes by the steam or airand clog up the valves or strainers.

Furthermore, when a rubber hoseis subject ed to high pressure, and on a steam train line the pressure may be one hundredpounds per square inch. or over, they become very stifl i Specification of Letters Patent.

and unyielding. My invention provides a train pipe couplings are gether, particularly on a It is particularly easily afleoted by COUPLING .ron RAILW Y-TRAIN PIPES.

I Patented Sept. '7 1920.

coupling made entirely of metal which is, to all intents and purposes, as flexible as those made up of rubber hose, in fact, more llQXl-' ble at high pressures, and which'has none of the objectionable features-above mentioned. A further object of the invention is to provide a coupling in which the range of verticalmovement of the coupler heads corresponding to the relative movements of the ends of the cars in rounding curves, is reducedto a minimum. Couplers of the grav-' ity type are almost exclusively used today. for coupling up the steam train "pipes of a railroad train. In this type of coupler the f co-engaging heads, are coupled together by the downward swinging movement and are uncouple dbya swinging or pivotal movement in the opposite direction. Theengagement ismaintainedoby the weight of the coupler heads. The standard practice is to have the steam line coupling extend diag0-' nally across the space between the cars in one direction and to have the coupling or couplings for the airline or lines extend diagonally across the space above the steam line coupling and at about right angles thereto. -When the ends of the car draw tocurve which shortens the distance between the end valves, the steam line coupling necessarily moves down toward the roadbed. To accommodate for this a certain clearance has to be arranged forbetween the normal position of the steam line coupling and the track. On

the other hand, if the'steam'line coupling,

in its normal position, is raised too high above the track it is likely to be drawn up against the coupling or couplings of the air line or lines and open the same. This may happen in case the ends of the cars assume a position which increases the distance between the steam line end valves while decreasing the distance between the end valves and the airline. My invention provides a form of coupling in which the range of ver- 'tioal'movement of the coupler heads is so slight in comparison with the range of [movements which the eoupler'heads have when connected to the end valves by rubber hose,'that the danger of the steam line couplers interfering. with the air line coupling is wholly obviated. i

A further object of the invention is to provide elastic means for holding the con pler head up out of contact with the roadbed when uncoupled, for example, in the case of the coupling member on the last car of the train; It has beencustomary in such case to support the coupler head with a chain. If the trainman forgets to make this attachment the coupler is likely to drop and be pulled along the track when the train moves and so be destroyed or injured. The elasticity of the means which I employ for preventing this is for the purpose of per mitting the swinging movement of the coupler head in coupling and uncoupling.

The invention has for further objects the other new and improved constructions, rangements and devices relating to train pipe couplings to be hereinafter described and claimed.

The invention further provides a novel form of universal joint for use in connection with fluid conduits which may have utility, I apprehend, in other structures than a train pi 3e coupling.

The invention is illustrated in the accompanying drawings wherein- Figure 1 is a planview of a steam train pipe coupling embodying my invention in a preferred form, the figure showing also the positions of the air line couplings with respect to the coupling for the steam line; the couplings being in their normal posi-. tions, that is, with the cars in alinement with each other.

Fig. 2 is a side elevation of the structures shown in Fig. l.

Figs. 3 and at are views similar to l and 2, respectively, with the couplings for the air lines omitted, the coupler being shown in the position which it assumes when the distance between the end valves is shortened in rounding a curve.

Figs. 5 and 6 are views similar to Figs. 3 and 4, respectively, but with the coupler shown in the position which it assumes when the distance between the end valves, is greater than the normal.

Figs. 7, S and 9, illustrate the construe tion of one of the universal joints forming part of the coupling, Fig. 7 being an end view of the same, Fig. 8, a longitudinal sectional view, and Fig. 9, a similar view showing the joint flexed.

Figs. 10, 11 and 12 illustrate a modified form of joint, Fig. 10 being an end view,

Fig. 11, a longitudinal sectional view, and

Fig. 12, a view, in perspective, of one-half of one of the twop a rt clamping rings used for connecting the flexible diaphragm to the members constituting the joint.

Fig. 18 is a view, in. elevation, of a coupling member, that is. the elements of a complete coupling attached to the train pipe of one of the cars, providedwith elastic means for keeping the coupler head, when uncoupled, out of contact with the roadbed.

Fig. 14: is a fragmentary elevation of the lower joint of this coupling member on the side of the spring, and

Figs. -15 and 16 are modified joints constructed on the same general principle.

Like cha "actors of reference designate like parts in the several figures of the drawings.

In the drawings the dotted line figures, designated A, A, represent the adjacent ends of two cars of a railroad train. 15, J" are the steam train pipes provided with the usual end valves 0, U. D, D (Figs. 1 and 2) are the train pipes of the air line for the air brake system, these pipes terminating in end valves E, E. F, F are the pipes constituting the signal air line.

My invention is illustrated as embodied in a coupling for the steam line. The air train pipes l), D, F, F, are shown as coupled up by means of rubber hose G, G, H, H, which are provided with the usual interlocking couplers J and K. I wish it to be understood, however, that it would be possible to construct the air train pipe couplings in accordance with my invention as well as the steam line coupling.

The coupling of my invention, in-the em bodiment shown, consists of a pair of coengaging coupler heads L, L of the gravity or Sewall type, provided with elbow pipes M, hi, a pair of straight, tubular elements N, N, a pair of universal, or more properly speaking, gimbal joints 0, 0 connecting the tubular elements N, N to the end' valves C, C, respectively, and a similar pair of joints P, P connecting the tubular elements N, N with the elbow pipes M, M on the coupler heads. The gimbal joints 0, O or P, P are alike and are preferably censtructed so that the pivots of the upper and lower members respectively stand at right angles to each other as shown particularly in Figs. 7 to 9 inclusive. Each joint consists of a pair of yokes 25, 26 arranged at substantially right angles to ach other and formed with curved casing members 27, 28 which lit and are movable one within the other. to an annular member 30, the studs being preferably held in place by pins 31. Each of the yokes is formed with an opening, the upper portion of which is threaded. as

shown at 32, and the lower portion of which is in the form of a smooth, inwardly inclined or beveled seat The steam gassageway through the joint is provided by a flexible, corrugated, metallic, tubular diaphragm 34: which is formed at opposite ends with flaring flanges 35. These flanges are bent so that they will enter the openings in the yokes and are then flattened or pressed The yokes are pivoted by studs 29 out against the seats 33. They-are'clamped to the seats by means of tapered rings '36 which are forced inwardly by glands 3'7. The joints O, O are connected to their respective end valves hynnions BS'ivhich are screwed into the end [valve and. into the upper glands 37. The upper ends of the tubular elements N. h arescrewed are lower glands 37.. The joints P, P are simif larly connected with the-tubular elements N, llflind the bow pipes M, I A. modified form of joint isshownin Figs. 10 to 12 inclusive. The ends; of the diaphragin, designated 39, are clamped against tn 'o-part rings 4:0 which are seated on shoulders 4-1! formed-on theyokes e2, 43, by means of glands l bolted to the yokes by bolts 415, lead gaskets 46 being preferably interposed between the flanges on the dia 'ihragm Siland the beveled endsot the glands 4A; The train, pipe coupling above; described is'strong, jdurable, steam-tight, sufficiently flcxibleto accommodate itself tothe relative movements 01? thecars of the train and'to. permit the" coupler heads tobe readily coupied and uncoupled in the ordinarymanner, and is capable of withstaniling the maxi-- mum steam pressure to which steam line. couplings may: be subjectedwithout losing.

5:... 1 a! M 12% lltiAlUll 3;)

so connected with the rigid membersof the: universal :10111l3S as to pIOV1dB' steam-tight passageways through said joints. Being of metal, the diaphragms are capable of with standing a very high-steampressure. They are relatively thin so as to be flexible. The function of the yokes, casing members 27,

their corrugations. This 'is an important consideration as t IsllfiipUSSlble to keepa steam train line entirely free "from 'parti cles of solid matter of, this sort, and ifsuch foreign matter should lodge in the .corruga- 'tions of the diaphragm the freedom of V movement of the latter would be seriously impaired. I r j a The ordinary rubber hose becomes'verystiit when subjected to high. pressures. The pres sure in asteam train pipe may go as high as one hundred pounds per square inch or even higher. When the hose are made stiff 1 by high pressure the danger of coupler:

accidentally uncoupled, in rounding a reverse curve, for. example, is-

heads being very much enhanced. The flexibility ofthe coupling of my invention is verylittle at;

fer-ted by increase in steam pressure. p The diaphragms flex practically as readily'with a high pressure gtluid within them as they,

were empty. Moreover, the flexible-strum. 'ture connecting each coupler head with its endvalve and consisting, in each case, of a straight, rigid pipe section nnitedto the end .valve with a universal joint and tothe coupier head by a universaljoint and an elbow pipe, are of such character that they are not readily moved to'a position to cause the coupler heads to uncouple even'when the distance between the end valves is considerably increased. The structures are not flexible throughout as is the case with-a rubber hose, which, when subjected to a flexing stress, is likely to bend at whatever'happensto be the weakest point. The coupling oii my invention bends only at certain defifni'tepointsfbcing otherwise rigid} At the "placeswhere the coupling can flex 1t flexes nnichmore readily than the rubber hose.

I V In another respect the metal coupling of my invention is a great improvement 'over a coupling in which thecoupler heads are secured to the end valves by rubber hose. The

up and down movement of the coupler heads, due to change of position between the angle valves, is considerably less in my coupling than in the older type. This Will be seen by comparison of Figs. 1 and 2 with "Figs. 3and 4 and-5 and 6; The coupling as shown in its normal position in Figs; 1

andQ, thatis, the position which. it assumes when the cars are n line with each other. On a steam railroad train made up of cars of standard construction the point a on the couplerforthe'steam line will be, say, nine the top oi the rails. 7 Sent the cars in relative gpositionsshortenmg the distance between the end valves oi the steam line as much as possible under or I dinary' service conditions.

Figs. 5 and. 6 represent theiends of the cars in the other between the end valves increased as much as will be possible under ordinary running conditions. In the position of minimum dis- "tance between thelendvalves (Figs 8and ilthe point a will be nine inches above the plane of the tops of the rails. In the position of maximum distance between the end valves (Figs. 5 and. (3) the distance between point a and the plane of the top of the rails will benine and three-quarters nches.

quarters'ofan "inch. When rubber hose of ably in excess of this. -Asa result a steam line coupling, such as is herein shown, is

- much less liable to interfere with and acci dentally uncouple the airline couplers than would be the case if hose were employed.

In Figs. 13 to'16 inclusive, I have shown certain. arrangements for holding the cow.v

It Q will be seen, 'thereforathat the range of 7 'vertical movement of the coupler is three-- extreme position, that is, with the distance ordinary weight are used the up and down 2 movement of the coupling is very CQHSIdGI 100 and five-sixteenths inchesabovethe plane of Figs. 3 and i reprepler head up out of contact with the road bed when unsupported by engagement with a mating coupler head, for example, as will be the case with the coupling member of the last car of a train; It has been customary, in such cases, to support the coupler head by means of a chain; The trainmen frequently forget to make this attachment and as a result "the coupler head isdragged along on the road-bed and injured or destroyed.

In Figs. 13' and 14; a spring at? is interposed between spring cup d8 formed on one of the yolces 49 o l the lower int and spring cup 50 trormed on the lower gland 51; the joint being, in other respects, constructed like that shown in Figs. and 11. This spring tends to keep the coupler head in its normal position when uncoupled but will, of course, permit the angular movements oi the coupler headnecessar Y in con )linc and uncou )lin' Y In Fig. a similar result is obtained by arranging a spring 52 within the casing members 53so that it bears against the heads of the yolres 55. This necessitates increasing the space within the casing members. In other respects the joint is constructed exactly as the one shown in Figs. 7 and 8. V

In the joint shown in Fig. 16 yokes 56, 57 are pivoted to an annular member 58 by pivot pins 59 as in the joints previously described. The. diaphragm is formed with flanges (5i which are held against the yokes by rings (32. The latter are surrounded and held in position by rings 63 formed with grooves 6% into which are fitted the opposite ends of a helical spring 65 which is greater in diameter at the middle than at the ends. This spring, besides tcinling to keep the yokes in a certain angular position withi'espect to each other, serves also as a protection for the diaphragm 60 which it incloses.

Preferably all the cars of a train are equipped with couplers embodying the principles of my invention. However, it will be obvious that a carequipped with couplings embodying the principles oi my invention may readily be coupled with a car provided with the ordinary rubber h se coupler, so long as the coupler heads are adapted to coengage.

lVhile I have described my invention as embodied in certain preferred constructions, it will he understood that modifications might be made without departure from the principles of the invention. Therefore, I do not intend that the invention be limited to the particular constructions, arrangements and devices shown and described except so including a coupler head adapted to engage the coupling member carried by the adjacent car of the train, and a jointed structure connecting the couplerhead with the train pipe section comprising a metal tubular element, a gimbal joint uniting said train pipe and tubular element, and a second giinbal joint between the other end of the tubular element and the coupler head; each joint having a tubular, metallic, flexible, corrugated diaphragm providing a steam port therethrough.

In a railway train pipe, the combination with the train pipe section carried by a car of the train, of a coupling for the same including a coupler head of the gravity type adapted to engage the coupling member carricd by the adjacent car of the train, and a jointed structure connecting the coupler head with the train pipe section comprising a substantially straight metal, tubular element, a gimbal joint uniting said train pipe and tubular element, asecond giinbal joint at the other end of the tubular element, and an pipe between said joint and couplerhead; each joint having a tubular, metallic, liex' e, corrugated diaphragm providing a strain port therethrough.

3. In .a railway train pipe, the combination with the train pipe section carried by a of the train, of a coupling for the same including a coupler head adapted to engage the coupling member carried by the adjacent oi the train, and a jointed structure con necting the coupler head with the train pipe section comprising a metal tubular element, L gimbal joint uniting said train pipe and *1 eular element, and a second gimbal joint between the other end of the tubular element and the coupler head; each joint having flexible, metallic means providing a passageway for a fluid under pressure through said joint.

In a railway train pipe, the combination with the train pipe section carried by a car of thetrain, of a coupling for the same including a coupler head adapted to engage the coupling member carried by the adjacent car of the train, and a jointed structure connecting the coupler head wlth the train pipe section comprising a metal tubular element, a gimbal joint uniting said train pipe and tubular element, and a second gimbal joint between the other end of the tubular element and the coupler head; and flexible, metallic conduit members providinga passageway for a fluid through the joint, each joint being provided with a pair of substantially hemi-spherical casing members which inclose said conduit members.

5. In a railway train pipe, the combination with the train pipe section carried by a car of the train, of a coupling for the same including a coupler head of the gravity type adapted to engage the coupling member carried by the adjacent car of-the traim-anda jointed structure, connecting. the coupler head. with the train'pipe seetloncomprisiiig and a second universal joint between the other end o't the tubular element and the v coupler head eachjoint being made :upof a pair of yokes' arranged at right angles to each other formedwith casing members, one htt ng and movable within. the oth r, an an' 'nularmeinber'to which said yoke, are pivot-.

ed, and flexible means providing fluid pas- V I threaded engagements with saidyokes, re-

sageway through said'joint.

6. I. a railway train 191136, the combina tion with the train pipe section carried a car of the train, of a coupling for the same j including coupler head of the gravity type adapted to engage the coupling member cari'ied by the ad acent car of the tra n, and a; jointed structure connecting the coupler head with-*the-train pipe section comprising a metal tubular element, a universal joint uniting said train pipe andtubular element,

and a. second. universal jointbetiveenthe other end of the tubular element and the means for clamping said flanges against said seats so as toitirm tight joints. 7. In a railway train pipe, the. combination with the train pipesection carried by a f car of the train, of a coupling torthe same including a coupler head of the gravity type adapted to engage the coupling member can ried by the adjacent car ofthetrain, and a ointed structure connecting a the coupler.

. head with the train pipe section comprising.

a metal..tulin'ilar"element, a universal joint uniting said train pipe and tubularfelement, and a second;universal joint between the other end of the tubular element and the coupler head; each oint being made up of a pair of yokes'at right angles toeachother formed with casingmembers,one fitted and movable within. the other, and beveled seats,

a tubular, meta'llic, flexible, corrugated diaphragm formed at opposite ends with flan mg flanges adapted to fit said seats,-means for clamping said flanges against said seats so as to form tight joints, and an annular,

member to which. said yokes are pivoted. v

8. In a railway train pipe, the combination with the train, pipe section carriedfby a car of the train, of a'coupling for the same including a coupler head of the gravity type adapted to engage the coupling member car-- ried' by the adjacent car of the train, and a jointed structure connecting the coupler head with the tram pipe section comprising;

diaphr" position. V y v9, In a railway train pipe, the combina-c tion with the trainpipe section carried by and a second universal joint between the uniting said train'pipe and tubular element,

other end of the tubular element and the coupler head each joint bein nia le up. ota

' pairoi. yokes at right angles to each other termed with casing members, one fitted and movable Within the other, and beveled,

seats, atubulai', metallic, flexible, corrugated in "formed at opposite ends with flaring flanges adapted to said seats, beveledclamping rings bearing on'the' inner surfaces oi said flanges, and glandshaving spectively," to hold said rings in clan'iping a car. of "the train, of a coupling iorthe J .sa'me inchuling a coupler head of the gravity type adapteiil. to engage the coupling member carried by the'ad acent car of the train, it'llll' a jointedstructure connecting the coupler head with the train pipesection comprising a 'metal tubular, element, a universal oint uniting saidtiainpipe and tubular element, and? a second universal joint between the other end. of the tubular element andthe coupler head; each'joint beingmade up of a" pair of yokesat right angles to each other,

formed with casing members, one fitted and movable within the other, beveled seats, a tubular, metallic, flexible, corrugated dia phragm formed at opposite ends with flaring flanges adapted to fit said seats, beveled clamping rings bearing on the inner surfaces of said .flan ges, glands hav ng threaded engagements with said yokes, respectively,

to hold said rings in clamping position, and

nn annular member to which said yokes are. pivoted.

c 10. In arailway train pipe, the combination .with the train. pipe section carried by 'a car of the train, ota coupling for the same including a coupler head adapted to engage the coupling'member i carried by the adjacent carof the train, anfelbow. pipeconnected ,with said coupler head, a straight tubular element, and universal joints between the elbow pipe *andthe tubular element and between the tubular element and the train pipe 'section, said joints compris- -ing in each case yokesarranged at right angles to each other, an annular member to wh1ch the yokes are pivoted, a flGXlblQ.

member connected with'the yokes SO as to provide a fluid-tight port through the oint, and protecting means surrounding said flexible member. I

11. In a coupling member for a railway train pipe, the combination with rigid ele ments having a normal angular relation-' ship with each other and means providing a universal joint between the same, of elastic means tending to hold said rigid'eleinents comprising a spring necting the same comprising a an annular member to ship with ea h other wh n said coupling i ailway \vi' h rigid member is uncoupled. 7

a T i H- i, f i lo. in a coup nig mom oi or a iannay train :ipe, the comhiinrtion with a coupler 1ead,'oi a tubular element having it normal. angular relationship with said coupler head, a universal joint connecting t ie couplorhead wi h the tubular member and which tends to mail angular relationship tain the-"said normal between the couple-r l,- l and the tubular member when the coupler head is not ongaged with the mating nead of another coupling member. 7 i

ii. In a coupling niioinber ior railway tuhulzr a coupler head and a joint conu pair of yokes, nch the yohes are pivoted, and a spring interiosed between said yokes which tends to maintain a certain angular relationship between said yokes. I e 15. In a railway train pipe, the combination with the train pipe section carried by a car of the train, of a coupling for the same including a coupler head 'acapted to engage the coupling membercarried by th '1 adjacent car of thetrain, and a ointed structure connecting the coupler lead with the train pipe section comprising a metal tubular element, a gimbal'joint uniting said train pipe and tubular element, and a second ginibal joint train pipe, the combination with a element, of

between the other end of the tuluilar eleinent V and the coupler head; each joint having a tubular, metallic, flexible, corrugated diaphragm providing a steam port therethrough, and protecting means comprising a pair of substantially hemispherical casing members one extending into the other which relationship wlilc' illilllii coupler heed adapted to engage the coupling nieinhcr carried by the adjahe train and a jointed structure tii g the coupler head with the rain pipe section cor 'iprising a metal tubular eleagiinbal joint un" g aid treinpipe ular element, and a second gimbal ht between the other end of the tubular the coupler heed; each joint ade upof substantial y hemispherical casing members, one fitting and movable within th-iothcr, and h prcvh a ring to which the yokes a To pivoted "s angles to each other, and a l! h duit member providing a pasr alluid through the joint said te except to provide for said fluid passageway so as to completely inclose the-conduit member.

1. In a railway train pipe the combination with the train pipe section carried by a car oi the traiinof a coupling for the same including a coupler head adapted to enthe coupling mcnberca ried by the adjacent car of the train, and a jointed structure connecting the coupler head with the train pipe section comprising a metal tubular element a unire'e'sal joint uniting said train pipe and tiduilai."element and a cond universal joint between the other end he tubular eleinen and the coupler head; each joint being made up of a pair oi yohcs ang at right angles to each other iined with casing mem bers, one fitting and movable within the other, an annular men her to which said yokes are pivoted, and )roviding a fluid passageway nexihle means through said joint said casing members being ermed so that they completely inclose and protect said. flexible means.

' 1 ied with a 

